Internal combustion engines and motor vehicles



G. C. BERG March 9, 1965 INTERNAL COMBUSTION ENGINES AND MOTOR VEHICLES Filed Dec. 23, 1963 INVENTOR. GORDON C. BERG ATTORNEYS United States Patent 3,172,348 INTERNAL COMBUSTEON ENGINES AND MOTOR VEHHILES Gordon C. Berg, (Ihicago, 55., assignor to Tony Piet Motor Saies, Ina, Qhicago, 21., a corporation of Eiinois Filed Dec. 23, 1963, Ser. No. 332,346 5 (Jlainzs. (Cl. 82)

This application is a continuation-in-part of my copending application Serial No. 239/1 64, filed October 15, 1962, now abandoned.

The present invention relates generally to improvements in internal combustion engines and motor vehicles and has for an object the provision of a new and improved apparatus for greatly reducing the amount of noxious fumes emitted to the surrounding atmosphere by an internal combustion engine.

One of the major problems of municipalities having high volumes of vehicular traflic is that of contamination and pollution of the atmosphere by the noxious fumes from internal combustion engine-driven vehicles. Studies made have indicated that it is the fumes consisting of partially or totally unburned hydrocarbons which are among the most offensive and that a considerable amount of these fumes are emitted to the atmosphere from various openings leading to the crankcases of internal combustion engines in motor vehicles. It has been found that unburned hydrocarbons and partially cracked derivatives of gasoline or diesel fuel pass from the cylinders into the crankcase and these vapors, along with the vapors from the lubricating oil in the crankcase, are pumped out into the surrounding atmosphere through the crankcase breather vent during operation of the engine.

Therefore, it is a primary object of the present invention to provide a new and improved apparatus for use with an internal combustion engine which eliminates or greatly reduces the amount of noxious gases emitted from the engine to the surrounding atmosphere.

Since a high percentage of these noxious fumes consists of partially or totally unburned hydrocarbons, it is an object of the present invention to provide a new and useful apparatus for use with an internal combustion engine for utilizing the heat value available from these fumes in the engine, thereby increasing the efficiency and reducing operating costs.

It has also been found that fuel vapor from the fuel tank of motor vehicles escaping into the atmosphere comprises a signaficant contribution to air pollution and it is therefore an object of the present invention to provide a new and improved apparatus of the type described which prevents or greatly reduces the amount of fuel vapor emitted from the fuel tank by providing means for utilizing these fuel vapors in the engine and thereby increasing efficiency and lowering the operating cost.

A further object of this invention is to provide new and improved apparatus for increasing the efficiency of internal combustion engines by forming fuel vapors in the fuel tank and drawing the vapors into the intake manifold of the engine.

Yet another object of the present invention is the provision of a new and improved apparatus of the type described for use in a motor vehicle which additionally provides for the removal of fumes entering the passenger compartment of the vehicle and thus tends to reduce automobile accidents caused by drivers being overcome by noxious fumes.

Still another object of the present invention is the provision of a new and improved apparatus of the type described which can be rapidly and easily installed on existing internal combustion engine-driven vehicles at relatively low cost.

A still further object of hte invention is the provision of a new and improved apparatus of the type described which is low in cost, easy to produce, and simple in construction and operation.

These and other objects of the present invention are accomplished by the provision of a duct system adapted to be connected to a vacuum source, such as the intake manifold on the engine of a motor vehicle. The duct system is provided with several branch ducts, one of which is connected to the oil breather vent or other opening on the crankcase of the engine for drawing fumes that exist into the crankcase into engine intake manifold for further combustion. Another branch duct is connected to the fuel tank of the vehicle in order to draw fuel vapor within the tank, which would otherwise pass out the filler vent, into the engine for combustion.

As an additional feature, another branch duct is provided to connect the interior of the passenger compartment of the vehicle to the system in order that noxious fumes which are present in the compartmentthrough leakage or otherwise will be drawn into the engine.

Other objcets and advantages of the present invention will become apparent from the following detailed description and claims when taken in conjunction with the drawing, in which:

FIGURE 1 is a schematic diagram showing the apparatus constructed in accordance with features of the present invention, as utilized in an internal combustion engine driven vehicle; and

FIGURE 2 is a cross sectional view of a fuel tank for an internal combustion engine illustrating features of the present invention; and

FIGURE 3 is a cross sectional view of an intake fitting with three branches for connection to the tubes leading to the fuel tank, crankcase andpassenger compartment of the vehicle.

Referring now to FIGURE 1 of the drawing, there is illustrated a motor vehicle 10 which is driven by an internal combustion engine 12, having an intake manifold 14, a crankcase 16 for containing lubricating oil and provided with an air vent breather pipe 18 and a fuel tank 20 having a filler neck 22 and a venter cap 24. A passenger compartment 26 of the vehicle is outlined by a heavy dotted line.

In accordance with the principle of the present invention, there is provided an intake fitting 28 which communicates with the interior of the intake manifold 14. This fitting is preferably threadedly engaged in a thread ed hole provided in the manifold near the center portion thereof or other convenient location.

The intake fitting 28 has three branches for connection to the tubes leading to the fuel tank, crankcase and passenger compartment. One form of the fitting, shown in FIGURE 1, is provided with a short branch leg 30 and a T-branch 32 having legs 34 and 36. The leg 34 is connected to the interior of the crankcase breather vent 18 by means of a tube or branch duct 38 in order that vapors within the crankcase will be drawn into the intake manifold. The leg 36 is connected to the interior of the gas tank 26 through an opening in the cap 24 by means of a tube or branch duct 40 in order to draw vapors from the gas tank into the intake manifold. The leg 39 is connected to the interior of the passenger compartment 26 by a tube or branch duct 42 in order to draw into the intake manifold noxious fumes which sometimes enter the passenger compartment from under the hood, leaky rnufiiers, or exhaust systems.

Another form of the intake fitting for connecting the intake manifold to the tubes leading to the fuel tank,

crankcase and passenger compartment is shown in FIG- URE 2. The fitting is provided with threads 62 adapted to be engaged in a threaded hole in the manifold. The main body of the fitting is a cylindrical hollow tube 66 with a hexagonal nut section 64 to aid in screwing the fitting into the manifold. The main tube 66 leads to three smaller branch tubes 68, 70 and 72 which can be connected to the flexible tubes leading to the fuel tank, crankcase and passenger compartment of the vehicle. The internal diameter of the tube 66 is preferably y inch and the internal diameter of the tubes as, 70 and 72 is preferably inch. The length of tube 66 from the beginning of the threaded portion to the branch tubes 68, 70 and 72 is preferably about 1 /2 inch and the maximum length should not exceed 4 inches if the manifold pressure is not to be materially affected. In the design of the intake fitting, the cross sectional internal area of the main tube 66 should be equal to or greater than the sum of the cross sectional internal areas of the branch tubes 68, 70 and 72. The same is true of the intake fitting 28 shown in FIGURE 1. The maximum internal diameter of the tubes 30, 34 and 36 is inch and the preferred diameter is inch. The maximum internal diameter of the flexible tubes 38, 4-9 and 42 is also /8 inch. The maximum internal volume of said tubes is about cubic inches. These sizes have been established by operating tests and have been found necessary to maintain the vacuum in the manifold at a value in the range of 16 to 23 inches of mercury, which is required for efiicient engine operation and high gasoline mileage. Vacuum loss (that is vacuum below 16 inches) must be avoided and evacuation time (the time required to evacuate the tubes) must be minimized.

Preferably, the intake fittings and branch ducts are constructed of plastic or other material which is resistant to gasoline and oil vapors and other types of acids and vapors emitted from the crankcase of the engine. Also, for ease in installation, the ducts 33, 49 and 42 can be constructed of flexible plastic hose such as neoprene. When the internal diameter of the legs 30, 34 and 36 is approximately inch to /8 inch it has been found that when a system of this size is installed on a standard passenger car that the manifold pressure is not materially affected. Moreover, it has been found that when the present invention is connected to the intake manifold of the engine of a motor vehicle having vacuum operated windshield wipers and spark advance, the operation of the latter is not affected.

When the engine is running, the pressure in the intake manifold 12 of the engine provides a good source of vacuum. The present invention utilizes the vacuum source to remove the fumes and noxious gases from the crankcase, fuel tank and passenger compartment on the vehicle. Since these fumes and gases generally contain considerable percentages of unburned hydrocarbons, appreciable increase in engine power is derived by drawing them into the engine for further combustion. Moreover, these fumes are prevented from leaving the crankcase and fuel tank to directly pollute the atmosphere and hence the invention provides a simple means of reducing smog and air pollution. In addition, noxious fumes in the passenger compartment which have harmful effects on the driver of the vehicle, sometimes contributing to accidents, are greatly reduced. It should be noted that the present invention is not limited to motor vehicles alone, but can be effectually utilized on stationary or other internal combustion engines such as diesel-electric power plants, internal combustion engines driven on compressors and the like to improve their eificiency and greatly reduce fumes emitted from the crankcase and fuel tank of the engines. Moreover, the invention is simple in construction, low in cost and can be easily and rapidly installed on existing motor vehicles and engines.

It has been discovered that increased engine efficiency and greater fuel mileage can be obtained in a motor vehicle powered with a hydrocarbon-fueled engine when floats are placed in the fuel tank (provided with a tube to draw off fuel vapors into the intake manifold of the engine) to provide a relatively large surface area to assist in vaporizing the gasoline, diesel fuel, or similar hydrocarbon fuel in the tank. This embodiment of the invention is illustrated in FIGURE 2 of the drawing wherein cork balls 51, of A inch to 2 inches in diameter, are placed in the fuel tank 20 and float on the gasoline 50. The balls (or other form of floats) have a large surface area and as they are agitated in the tank they rotate, thus exposing thin films of gasoline to the atmosphere and inducing evaporation thereof. The gasoline vapors 52 thus formed are drawn off through the line 40 connected to the cap 24. The cap is preferably sealed to the filler pipe 22 by means of a gasket 53, causing a partial vacuum in the system, so that only gasoline vapors are drawn off via the line 49. These vapors enter the internal combustion engine 12 by way of the intake manifold 14 and are utilized therein.

The floats 51 are preferably made of cork, but other materials of lesser density than hydrocarbon fuels can also be used, such as wood, foamed plastic, hollow glass spheres and the like. Cork is preferred because it does not develop static electrical charges .which must be grounded to prevent fire hazards. It has been found advantageous to substantially cover the surface of the gasoline with floats, in order to provide maximum surface area. With /8 inch cork balls, 1000 to 2000 are needed to cover the surface. However, good results have been obtained with as few as 100 cork balls of A3 inch diameter. FIGURE 2 illustrates the balls as uniformly dispersed over the surface of the gasoline but it will be understood that when the number of balls is less than that required to completely cover the surface the balls will be randomly distributed over the surface.

The system illustrated in FIGURE 2 does not require pressure but rather operates on reduced pressure in the fuel tank which accelerates vaporization of the fuel. vaporization can take place at any temperature in this system. The floats or spheres on the surface of the fuel prevent vapor lock. The gaseous vapor of the fuel tank,- upon being drawn into the intake manifold or secondary fuel supply, limitsthe use or need of antiknock compounds in the fuel and many other additives such as overhead lubrication, antirust components, lead dispersal compounds and detergents, which are now considered essential.

This invention prevents the now-accepted wide fluctuation drop from idle to wide-open throttle acceleration, from 0 to 23 inches of mercury, which is the main cause of air pollution or inability to convert liquid fuel supplied to a totally gaseous state instantaneously. It prevents wetting out of the intake manifold or the accumulation of residuals in the intake manifold. When a less amount of wet fuel is used and augmented by gaseous fuel, the air or atmosphere requirement is denser, affording complete combustion because less residual heat is required as a conversion factor.

If the ducts or tubes from the intakemanifold fitting are longer than two feet, a reducer insert to inch internal diameter is placed in the open end of the inch internal diameter duct or tubing to reduce evacuation time and accelerate the drawing in of vapors.

Although the present invention has been described with reference to a single embodiment thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that fall within the spirit and scope of the principles of this invention.

I claim:

1. In an internal combustion engine having an intake tank into said manifold for combustion in the engine and floats in said fuel tank providing surfaces on which the fuel in said fuel tank is vaporized, the duct means comprising a main tube and a plurality of branch tubes, the internal cross sectional area of the main tube being at least equal to the sum of the internal cross sectional areas of the branch tubes.

2. Apparatus as defined in claim 1 wherein said duct means includes an inlet fitting communicating with the interior of said manifold and flexible tubes interconnecting said fitting and said crankcase and said fuel tank.

3. Apparatus as defined in claim 2 wherein said fuel tank is provided with a cap having an opening therein communicating with the interior of said tank and Wherein one of said branch tubes is connected to said opening, the internal diameter of said one branch tube being not greater than one-eighth inch.

6 4. Apparatus as defined in claim 3 wherein said cap is sealed to the fuel tank.

5. Apparatus as defined in claim 1 including a vehicle driven by said engine, said vehicle including a passenger 5 compartment, said duct means additionally interconnecting said passenger compartment and said intake manifold.

References Cited by the Examiner UNITED STATES PATENTS 1,792,983 2/31 Hull 285-15O 1,820,795 8/31 Gordon 123119 2,128,154 8/38 Masters 123119 15 ROBERT A. OLEARY, Primary Examiner.

MEYER PERLIN, Examiner. 

1. IN AN INTERNAL COMBUSTION ENGING HAVING AN INTAKE MANIFOLD, A CRANKCASE AND FUEL TANK, THE COMBINATION INCLUDING DUCT MEANS INTERCONNECTING SAID MANIFOLD WITH SAID CRANKCASE AND FUEL TANK FOR DRAWING VAPORS IN SAID TANK INTO SAID MANIFOLD FOR COMBUSTION IN THE ENGINE AND FLOATS IN SAID FUEL TANK PROVIDING SURFACES ON WHICH THE FUEL IN SAID FUEL TANK IS VAPORIZED, THE DUCT MEANS COMPRISING A MAIN TUBE AND A PLURALITY OF BRANCH TUBES, THE INTERNAL CROSS SECTIONAL AREA OF THE MAIN TUBE BEING AT LEAST EQUAL TO THE SUM OF THE INTERNAL CROSS SECTIONAL AREAS OF THE BRANCH TUBES. 